TRANSPORTATION COMMISSION Agenda Staff Report

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1 TRANSPORTATION COMMISSION Agenda Staff Report Agenda Item No. 5.a DATE: JULY 31, 2014 TO: FROM: SUBJECT: TRANSPORTATION COMMISSION COMMUNITY DEVELOPMENT DEPARTMENT - PLANNING DRAFT OLYMPIC CORRIDOR PREFERRED ALIGNMENT STUDY STATEMENT OF ISSUE: In July 2012, the Contra Costa County Department of Conservation and Development was awarded a $198,000 grant from the Measure J, Transportation for Livable Communities program to prepare a planning study to examine various options to connect the Lafayette Moraga Trail in Lafayette to the Iron Horse Trail in downtown Walnut Creek. The existing trail facilities, which are largely maintained by the East Bay Regional Park District, contain a lengthy facility gap between Pleasant Hill Road in Lafayette and South Broadway in Walnut Creek. Shortly after the planning consultant (Alta Planning & Design) was selected by the County in 2013, a Technical Advisory Committee (TAC) for the project was formed that consisted of staff from Contra Costa County, the cities of Walnut Creek and Lafayette, the East Bay Regional Park District, and the Contra Costa Flood Control District (CCFCD). The TAC provided input on previous and current planning efforts, identified opportunities and challenges, and guided the alignment selection. The study area includes portions of three jurisdictions (Lafayette, unincorporated Contra Costa County, and Walnut Creek), generally along the Olympic Boulevard corridor between Mt. Diablo Boulevard (north), Newell Avenue (south), Reliez Station Road (west), and the Iron Horse Trail (east). The draft Preferred Alignment report was recently completed by the consultant, Alta Planning, and the Plan was released for public feedback and comment. Staff requests the Transportation Commission review the Plan and provide feedback, where necessary. No formal action is being requested that this time. DISCUSSION: The Olympic Corridor Trail Connector Study is a planning effort that identifies feasible alignments and the preferred alternative for a pedestrian/bicycle facility connecting two well used, paved, multi-use regional trails in Contra Costa County: the Lafayette-Moraga Trail and the Iron Horse Trail. If connected, these facilities (in addition to the Contra Costa Canal Trail

2 Olympic Corridor Trail Study Page 2 of 7 two miles north of downtown Walnut Creek) would complete a trail network that joins most of Lamorinda, San Ramon Valley, and Central Contra Costa. The goal of the proposal is to provide a superior connection for bicyclists and pedestrians between the Lafayette Moraga Trail and the Iron Horse Trail offering the highest level of safety and convenience. For many years the gap in the trail network has provided challenges for residents utilizing the trails to access destinations in the City of Lafayette and downtown Walnut Creek through Contra Costa County The trail connector will improve walking and bicycling access to housing, schools, job centers and transit by: Providing a high quality non motorized facility connecting housing and jobs, services, and retail areas including Mt. Diablo Boulevard and St. Mary's College in Lafayette and Downtown Walnut Creek; Providing a high quality non-motorized facility(s) connecting housing to schools; Providing an improved bicycle and pedestrian connections to transit in Lafayette and downtown Walnut Creek; and Improving access to the IHT which, in turn, provides additional non motorized, countywide access to retail, recreational areas, and job centers. Alignment Criteria: When looking at various alignment options, Alta and the TAC identified several criteria to guide the development of the preferred alignment. These criteria were also uses as the evaluation criteria for the Contra Costa Countywide Bicycle and Pedestrian. The criteria include: Range of Users: The Connector should attract and meet the needs of a broad array of distinct groups of users, including school children, students, seniors, the disabled, families, commuters and recreationalists. User Experience: The Connector should provide a low-stress family friendly experience that functions for the intended and likely user groups, and addresses potential conflicts between user groups: pedestrians, bicyclists, and persons with disabilities. Neighborhood Compatibility: The Connector should strive to maintain neighborhood character and may provide traffic calming. Public Support: The Connector should have public and local jurisdiction support. Destinations: The Connector should strive to serve key existing and planned activity centers such as shopping areas, employment centers, transit centers, stations or stops, civic buildings, parks, schools, libraries and other community facilities. Feasibility: The options should meet basic tests of cost vs. benefit, with cost considerations including environmental impact, right-of-way acquisition, and construction cost, and benefits including the ability of the facility to accommodate a wide range of users. Right-of-Way: The Connector should include minimal requirement to secure additional ROW and/or agreements from other parties to complete the trail improvements. Environmental Issues: The Connector should have minimal potential to adversely impact geologic stability, storm drainage, biological or cultural resources, aesthetics,

3 Olympic Corridor Trail Study Page 3 of 7 noise, water quality, or other factors typically addressed during the state or federal environmental review process. Alignment Alternatives: The Plan initially identified five possible alignments to connect the Iron Horse Trail with the Lafayette Moraga Trail; however three routes were eliminated due to topography, environmental issues and limited right-of-way. The remaining two alignments, Newell Avenue and Olympic Boulevard, were selected as the preferred options because they met a majority of the criteria listed above and provided sufficient opportunities to improve the direct bicycle/pedestrian connections between the two trail facilities. More information on the eliminated and preferred alignments can be found on Pages 7-9 in the draft Preferred Alignment Report (Attachment 1). Walnut Creek Segments: Following site analysis, stakeholder and community feedback, the consultant team has prepared a list of short and long term recommendations for the corridor in various segments. Below is a summary of these recommendations that fall within Walnut Creek jurisdiction: Segment 6.1: Olympic Boulevard, S.B. I-680 On/Off Ramps to Alpine Road This segment has very heavy traffic, especially at commute and shopping times with vehicles accessing the I-680 on and off-ramps. The City is currently looking for grant opportunities to improve the undercrossing by widening the sidewalk on the south side to 10 feet by building a retaining wall into the existing embankment, and adding lighting. Short-Term: Provide bike lane on south side and bike pocket on north side. Long-Term: Create a Class I path or side path at least 10 feet wide on the south side of Olympic. Segment 6.2: Olympic Boulevard, Alpine Road to S. California Boulevard Bike lanes exist on both sides of the roadway between Alpine Road and S. California Street. Office structures are immediately adjacent to the back of sidewalk on the south central portion; the remainder is fronted by commercial parking lots. Short-Term: Provide buffered bike lanes. Long-Term: Create a cycle track/bike path on the south side. The 6 foot sidewalk/pedestrian space on the south would be retained adjacent to the property line, and a cycle track or bike path would be created, requiring 10 to 12 feet on the curb side, with a street tree, light, and utility zone between the two. The existing trees, lights, and utilities could potentially be left in place. There are 2 scenarios under which the additional space needed for the Cycle Track/Bike Path Alternative could be created:

4 Olympic Corridor Trail Study Page 4 of 7 Future Redevelopment: Create the required space on the north side in conjunction with future redevelopment of the shopping center and office parking areas on the north side. The path would be created on the south side, incorporating the existing 6 foot sidewalk. The existing roadway configuration would be shifted to the north. Lane removal: Create the required space by removing one vehicular lane. Recognizing that this would have a significant impact on traffic in this very heavily-used corridor, this alternative would be a strong statement in support of bicycle and pedestrian access as major transportation alternatives. Other cities (San Francisco, Oakland) have made this tough choice, and demonstrated that the increased bicycle access helps offset the reduced motor vehicle traffic capacity. Segment 7: S. California Boulevard, Olympic Boulevard south to Newell Avenue This segment has narrow lanes and median. There is no curbside parking up to Botelho; thereafter there is limited curbside parking. There is insufficient space to construct bike lanes. Short-Term: Add sharrows with green backing. There is insufficient space to construct bike lanes. Long-Term: Create a cycle track or bike path on the east side by utilizing a portion of the wide sidewalk space. Segment 8.1: Newell Avenue, S. California Boulevard to Broadway The sidewalk along the north side is 8 feet wide, but street lights, street trees with gates, power poles and projecting planters reduce clear path to as little as 4 feet. The mixed residential and commercial project at 1500 Newell, currently under construction at the northwest corner of Newell and Main Street, will have a 10 foot wide sidewalk along Newell. Kaiser Hospital and its associated parking structure are located on the south side, where there is an 8 foot or wider sidewalk, a bus stop with pullout, and a landscaped frontage with large mature pines and an oak. Short-Term: There is insufficient space to construct bike lanes. Sharrows are already in place (not shown). Even if the lanes were narrowed to 11 feet, and the median reduced to a barrier, there would not be enough space gained to create the 10 feet needed for bike lanes. Add sharrows with green backing. Long-Term: Construct a sidepath or add a bike path or cycle track adjacent to the sidewalk on the north side. A sidepath with a shared bicycle/pedestrian space of a net 9 to 10 feet is not really adequate to accommodate the significant use anticipated on this segment, which joins the Newell Ave. West segment and the California Blvd. segment. Consistent with the vision for the Connector, a concept for the more desirable separate facilities is presented: Sidepath Alternative: Six feet could be added to the existing 8 foot sidewalk on the north side by narrowing the lanes to 11 feet and relocating and narrowing the adjacent

5 Olympic Corridor Trail Study Page 5 of 7 4 foot median to 3 feet. The street trees, street lights, and utilities would need to be relocated to near the new curb to provide space for the shared use path. Cycle Track/Bike Path Alternative: The 8 foot sidewalk/pedestrian space on the north would be retained adjacent to the property line, and a cycle track or bike path would be created, requiring 10 to 12 feet on the curb side, with a street tree, light, and utility zone between the two. The existing trees, lights, and utilities could potentially be left in place. This alternative would require some reconstruction of the new frontage of 1500 Newell, but only in the public ROW. There are 3 scenarios under which the additional space needed for the Cycle Track/Bike Path Alternative could be created: Redevelopment Alternative: Wait for the properties on the north side to be redeveloped, affording the opportunity to provide more space and build the path (as is occurring to the east with Broadway Plaza). The Newell Promenade shopping center is an older facility, and economics could warrant its reconstruction over a medium-term horizon, but Trader Joe s is a high-performing use that is not likely to be redeveloped, and the Village at 1500 Newell is currently being reconstructed, and while additional sidewalk space is being provided, a Class I path facility was not envisioned. Additional ROW Alternative: Acquire (presumably by willing-seller negotiation) approximately 5 feet of right-of-way along the frontage of the gas station and Kaiser Hospital, and shift the lanes to the south to provide room for the trail facility on the north. This would involve relocating the canopy over the gas pumps, demolishing and reconstructing part of the Kaiser landscape areas and planters, sidewalks and pedestrian plazas with associated lighting and amenities, and a bus stop, and removal of a heritage-size pine tree. Lane Removal Alternative: Remove one of the vehicle lanes on Newell to provide space for the trail. This would have a significant impact on a major connector that already experiences level of service F. This alternative would be a strong statement in support of bicycle and pedestrian access as major transportation alternatives. Other cities (San Francisco, Oakland) have made this tough choice, and demonstrated that the increased bicycle access helps offset the reduced motor vehicle traffic capacity. Segment 8.2: Newell Avenue, Main Street to Broadway and the IHT The existing lanes and median in this segment are already relatively narrow. There is a 6 foot wide raised median along the left turn pocket from WB Newell to SB Main. A maximum of approximately 3 feet could be gained by narrowing the median. There is not sufficient space to add bike lanes. Short-Term: None. There is insufficient space to construct bike lanes, and sharrows are already present. Long-Term: Construct a sidepath or add a bike path or cycle track adjacent to the sidewalk on the north side. A sidepath with a shared bicycle/pedestrian space of a net 9 to 10 feet is not

6 Olympic Corridor Trail Study Page 6 of 7 really adequate to accommodate the use anticipated on this segment. Consistent with the vision for the Connector, a concept for the more desirable separate facilities is presented: Sidepath Alternative: 4 feet could be added to the existing 10 foot sidewalk on the north side by narrowing travel lanes to 11 feet and relocating/narrowing the adjacent 6.5 foot median to 4.5 feet. The trees, street lights, and utilities would need to be relocated to near the new curb to provide space for the path. A bike/pedestrian bridge (presumably prefab) would be needed at San Ramon Creek, (about 130 feet long) requiring the removal of at least two trees. Bridge access would require a small encroachment onto adjacent private parcels, and the bridge would require permission of the Contra Costa County Water Agency. Cycle Track/Bike Path Alternative: The 8 foot sidewalk on the would be retained adjacent to the property line, and a cycle track or bike path would be created, requiring 10 to 12 feet at curb side, with a tree, light, and utility zone between the two. The existing trees, lights, and utilities could potentially be left in place. This would require some reconstruction of the new frontage of 1500 Newell, but only in the public ROW. There are 3 scenarios under which the additional space needed could be created: Redevelopment Alternative: The Broadway Plaza property is currently being redeveloped, and a Class I path is part of the proposal. If the Chase Bank Building at 1390 Main Street is also redeveloped opportunity may be presented to complete the cycle track/bike path connection. Additional ROW Alternative: Acquire (presumably by negotiation) approximately 5 feet of right-of-way at the back of sidewalk along the frontage of the Chase Bank building to provide room for the trail facility on the north, utilizing the existing 10 foot wide sidewalk on the north side. Lane Removal Alternative: Remove one of the vehicle lanes on Newell to provide space for the path. This would have an impact on a major connector that already experiences level of service F (the City is currently planning to add a lane in conjunction with the Broadway Plaza redevelopment project. This alternative would be a strong statement in support of bicycle and pedestrian access as major transportation alternatives. Other cities (San Francisco, Oakland) have made this tough choice, and demonstrated that increased bicycle access helps offset the reduced motor vehicle capacity. Public Outreach: A Stakeholder meeting was held on August 15, The purpose of this meeting was to gather input from representative groups on existing conditions, opportunities and challenges for the Connector Trail. Following the stakeholder meeting, a public meeting was held on December 5, 2013, where approximately 35 community members attended and provided input on the existing conditions, opportunities and challenges. In addition to the formal meetings, Bike East Bay organized a bike ride of route alternatives on October 12, County and consultant staff participated on the ride.

7 Olympic Corridor Trail Study Page 7 of 7 RECOMMENDED ACTION: Staff recommends the Transportation Commission review the draft Plan and provide comments and feedback, as necessary, on the Olympic Corridor Trail Connector Study. DOCUMENTS ATTACHED: Attachment 1: Draft Olympic Corridor Preferred Alignment Study (to Commissioners only available electronically at PREPARED BY: Jeremy Lochirco, ext 2251, Lochirco@Walnut-Creek.org

MASTER BICYCLE AND PEDESTRIAN PLAN

VILLAGE OF NORTHBROOK MASTER BICYCLE AND PEDESTRIAN PLAN DRAFT PLAN OPEN HOUSE May 2, 2018 AGENDA 1. Community Engagement 2. Vision and Goals 3. General Structure of Plan 4. Recommendations Overview 5.